Engine controlling mechanism.



No. 702,4!0. Patented lune l7, I902.

' 0. F. DANNENBEBG &. R. L. MORGAN.

ENGINE CONTROLLING MECHANISM.

(Application filed Dec. 19, 1901.)

2 Sheets-Sheet I.

(No Model.)

WITNESSES:

INVENTORS fl n 1W No. 702,410. Patented lune l7, I902.

0. F. DANNENBERG & R. L. MORGAN.

ENGINE CONTROLLING MECHANISM.

(Application fllad. Dec. 10, 1901.) (No Model.) 2 Sheats-8heet 2,

/.w- I 71% w N r 27W UNITED STATES PATENT OFFICE.

OTTO F. DANNENBERG AND RALPH L. MORGAN, OF TOLEDO, OHIO, SIGNORS TO AMERICAN BICYCLE COMPANY, OF JERSEY CITY, NEW

JERSEY, AND NEW YORK, N. Y.,

A CORPORATION OF NEW JERSEY.

ENGINE CONTROLLING MECHANISM.

SPECIFICATION forming part of Letters Patent No. 702,410, dated June 17, 1902. Application filed December 19,1901. Serial No. SGABZ. (No model.)

To all whom it may concern.-

Beit known that we, OTTO F. DANNENBERG and RALPH L. MORGAN, citizens of the United States, residing in the city of Toledo, county of Lucas, and State of Ohio, have invented certain new and useful Improvements in Engine Controlling Mechanism, of which the following is a specification.

The invention relates to controllers for engines whereby single means may be employed to operate both the power-controlling mechanism and the reversing mechanism; and it consists in the new and novel features of construction and combination of parts hereinafter set forth and claimed.

. In the accompanying drawings, Figure l is a view in side elevation of the controlling mechanism as applied to a steam-engine. Fig. 2 represents a plan view of the construction shown in Fig. 1. Fig. 3 isadetail view, in side elevation, of the controlling mechanism, illustrating its operation, the throttlevalve being shown partly in section. Fig. 4 is a detail View illustrating the control-lever.

The steam-supply or boilerAcommunicates with the cylinder B, said parts being shown diagrammatically in the drawings, by means of a supplypipe C in the usual manner. Said pipe is provided with a throttle-valve D, having a long stem (1, that projects through a suitable stuffing-box d. The valve is normally held in its closed position by means of a coiled spring (1 and the outer end of the stem engages with the free arm of a lever E, pivoted, as at e, to a'stationary support F. The other end of the leverE is pivoted to an arm G, that is loosely mounted upon the rotatable controller-shaft H by a slot 9, which permits movement of the arm in a direction at right angles, or substantially at right angles to the axis of the shaft. Said shaft is provided, adjacent to the end of the arm G, with a head I, having means thereon, as studs or the segmental flange 2', adapted to engage with the ends of the arm Gwhen the shaft is rotated in either direction from its neutral position, as by the actuating-handle J. The flange i is so constructed, however, that a space 7; is left between the ends thereof and the arm Gr when the handle J is in its non-operative position, so that the shaft must be rotated a predetermined distance before these parts engage.

The reversing mechanism (not completely shown in the drawings) is controlled by a rod K, pivoted to one end of a lever L, that is pivotally supported by a fixed bracket M.

The free end of said lever is provided with a stud or roller engaging a cam-slot N, that is formed in an arm 72, secured to the shaft H at any desired distance from the power-control mechanism. Said camslot comprises corresponding end or dwell portions n and a middle or actuating portion 11 the dwell portions of the cam being so constructed with relation to the center of the controller-shaft that no movement of the lever L occurs While the roller or stud m is seated therein. The arm n is so placed upon the shaft H that the roller m seats at about the center of the actuating portion 71 of the cam N when the handle J is in its non-operative position. When the shaft is rotated either in its forward or reversed directions to the positions indicated ,bydotted lines X X or Y Y, Fig. 3, the reversing mechanism is immediately actuated through the lever-L and rod K. As there is a space between the ends of the segmental flange t and the end of the lever G, however,

these parts do not engage before the handle has reached these positions, at which point also the rollerm is just entering the dwell portion of the cam N. As the handle is rotated to the position indicated by the dotted lines X X or Y Y, however, the power-controlling mechanism is actuated, thereby openin'gthe throttle-valve and admitting steam to ing portion of the cam, thereby returning the reversing mechanism to its original position. By this arrangement both the power-controlling and the reversing mechanism are actuated by a single lever or shaft in such a manner that the reversing mechanism is always actuated before steam is admitted to the cylinder and is positively held in this position until the steam has been cut off.

Although this controller mechanism is shown and described as applied to a steamengine, it is obvious that it may be applied to the control of engines of different kinds and that various changes may be made in the construction herein shown without departing from the spirit of the invention, provided the means set forth in the following claims be employed.

We claim as our invention- 1. In an engine, the combination with the power-controlling mechanism and the reversing mechanism, of a shaft provided with separate means for actuating each of said mechanisms, said actuating means being in different planes and adapted to actuate the controlling mechanism and the reversing mechanism at diiferent times, substantially as described.

2. The combination with the power-controlling and reversing mechanism of an engine, of a controller-shaft provided with a cam engaging the reversing mechanism and with means for actuating the power-control mechanism, said cam being adapted to operate the reversing mechanism before the power-control mechanism is operated to open the throttie-valve, and means for automatically c1osing the throttle-valve before the reversing mechanism is returned to its original position.

3. In an engine, the combination with the power-controlling and the reversing mechanism, of a controller-shaft provided with a cam engaging the reversing mechanism to actuate same and with means for actuating the powercontrolling mechanism to open the throttlevalve, and means for automatically closing the throttle-valve.

4. The combination with the power-controlling and the reversing mechanism of an engine, of a controller-shaft provided with a cam engaging the reversing mechanism and with means for actuating the power-controlling mechanism to open the throttle-valve, said means for actuating the power-controlling mechanism being held out of engagement therewith when the controller-shaft is in its non-operative position.

5. The combination with the power-controlling and the reversing mechanism of an engine, of a controller-shaft provided with a cam engaging the reversing mechanism to actuate same, and with a segmental flange adapted to engage with the power-controlling mechanism after the reversing mechanism has been actuated to open the throttle-valve, and a spring for automatically closing the throttlevalve when the controller-shaft is returned toward its non-operative position.

6. In an engine, the combination of a controller-shaft, a cam secured to said shaft having an intermediate actuating portion and end dwell portions, a lever connected with the reversing mechanism and operatively engaging said cam, power-controlling mechanism comprising an arm movably mounted on said shaft and a segmental flange secured to said shaft so as to be held out of contact with the arm when the controller-shaft is in its nonoperative position, said flange being adapted to engage with the arm to open the throttlevalve after the reversing mechanism has been actuated.

In testimony whereof we sign this application, in the presence of two witnesses, this 14th day of December, 1901.

OTTO F. DANNENBERG. RALPH L. MORGAN. Witnesses:

J. E. TALTY, W. F. LEYMAN. 

